Dumping-vehicle



(No Model.) 2 Sheets-Sheet 1.

E. DAVIDSON. DUMPING VEHICLE;

No. 544,060. Patent ed Aug. 6, 1895.

um "II jwv UNITED STATES PATENT OFFICE- OTIS E. DAVIDSON, OF NASHVILLE, TENNESSEE.

DUMPlNG-VEHICLE.

SPECIFICATION forming part of Letters Patent No. 544,060, dated August 6, 1895.

Application filed March 19, 1895. Serial No. 542.399- (No model.)

To all whom it may concern:

Be it known that I, OTIS E. DAVIDSON, of Nashville, in the county of Davidson and State of Tennessee, have invented certain new and useful Improvements in Dumping-Vehicles; and I do hereby declare the following to be a full, clear, and exact description of the same, reference being had to the accompanying drawings, forming a part of this specification, and to the letters of reference marked thereon.

This invention relates to improvements in dumping-vehicles, and particularly to dumping-wagons in which the main portion of the body and r'unninggear maintains its normal position while the load is discharged through openings made by tilting the bottom of the body, either as a whole or in sections.

The invention consists in certain novel details of construction and combinations and arrangements of parts wherebya wagon is produced which may be automatically dumped with the utmost facility and when in closed position will be so supported and braced as to throw the entire strain of the load upon the running-gear, thereby adapting the wagon for ordinary purposes wherein it is not desired to employ the dumping feature.

Referring to the accompanying drawings, Figure 1 is a side elevation of a wagon embodying my invention with the inner Wheels removed. Figs. 2 and 3 are longitudinal sections illustrating the parts in their normal and dumping positions respectively.

Like letters of reference in the several figures indicate the same parts.

In carrying my invention into practice the ordinary running-gear and body-framing may be employed. Thus, as shown in the drawings, it will be seen that to all external appearances the wagon is similar to the ordinary inclinedor high front undercut wagon, the side pieces A, which carry the side-boards B, being supported upon the front bolster A and rear axle A as usual, while at the front and rear ends the side pieces are additionally braced by means of cross -pieces a. The front crosspiece serves in addition as a foot-board for the driver, and the rear cross piece has a bottom piece for the tail-board B. V

The parts so far described are adapted to maintain their normal position, and in order to make provision for dumping or discharging the contents of thebody the bottom of the body is made sectional and each section turns or is pivoted upon a center, which allows it to drop down at the rear end and so cause the contents to discharge. Referring particularly to Figs. 1 and 3, it will be seen that the forward portion of said bottom (lettered O) is pivoted on a shaft 0 or is connected to said shaft and the shaft pivoted in bearings C formed in or on the under side of each of the side rails A at a point between the two axles. This pivot should be so located with reference to the section of the-bottom C and the section O should be so weighted as to cause it to automatically maintain or resume its normal position when no load is in the wagon and to tilt up to the position indicated in Fig. 3 when loaded, as in many of the structures well known at the present day. The rearsection of the bottom, lettered D, is mounted in such position as that its forward edge will, when the parts are in their normal position, rest under the rear edge of the front section O to support the same, and in turn said section D is supported upon the rear axle A at the forward edge, as shown clearly in Fig. 2, and at the rear edge by clips E, which latter receive the ends of a crossbar E", secured to the section D in any suitable manner. To operate this rear section D, and if desired form a support for it, I mount in bearings F on the side pieces A a cranked shaft G, and the cranked portion of this shaft works in bearings on the under side of the section D, preferably somewhat forward of its center of gravity. From the end of the cranked shaft G an operating-arm G, Fig. 1, projects in an upward direction and is connected by rod (3 with an operating-lever G located in position to be readily grasped and manipulated by the driver.

The cranked shaft G when in normal position, as in Figs. 1 and 2, should stand with its cranked portion in substantially-vertical position. Thus pressure or weight on the sec tion D does not tend to turn the same, and in addition this arrangement, when the crankshaft is turned from the position shown in Fig. 3 to the position shown in Fig; 2, first raises the section D to a horizontal position and then gives it a bodily forward movement to throw its front edge beneath the rear edge of the section 0 and the lugs or projections on its rear edge into engagement with the clips E, as will be readily understood. To maintain-or lock the parts in position, however, it is desirable that the operating-lever be provided with a ratchet-tooth or equivalent g, adapted to take into a notch or tooth in the segment 9, as is done in the case of an ordinary brake-lever. To insure the two sections being brought back to their proper normal position they should work up against bearings or guide-pieces II, secured on the side pieces A, as shown in Figs. 2 and 3, and as a matter of convenience I preferably secure to the front end of the section 0 side pieces I, working inside of the body. side pieces B, which pieces I may be of any shape or length desired, and upon them may be mounted the drivers seat K. Furthermore, it is desirable that the front end of the body should be formed by an end piece, such as L, which is also carried by the section 0, as this construction prevents any of the contents of the body from being spilled out of the front end wl1en,in the act of dumping or discharging the contents, the body is turned upto the position illustrated in Fig.

From the foregoing it will be seen that I have made an exceedingly simple and strong structure, which has no partsliable' to become broken through rough handling and which does not prevent the use of the wagon for all ordinary purposes, should it be desired to so use it.

If desired,the edges of the floor-sections may be protected with sheet-iron coverings of any ordinary construction, and while I have shown and described the non-dumping frame as mounted directly upon the axle, it is obvious that this axle need not of necessity form the axle for the wheels, but any of the ordinary bolster constructions are the full equivalent of the cross-axle described and will perform the functions of the same in supporting the edges of the two pivoted floor-sections.

Having thus described my invention, what I claim as new is- 1. In a dumping wagon, the combination with the non-dumping frame mounted on the running gear, of a pivoted section forming one end of the bottom of the Wagon body and an independent pivoted section movable toward and from the first section to lock the same and an operating lever for the latter section; substantially as described.

2. In a dumping wagon, the combination with the non-dumping frame mounted on the running gear, of a section pivoted on said frame forming a portion of the bottom of the wagon body and an independently pivoted section having a bodily movement in beneath the edge of the first mentioned section, whereby the latter is locked against movement and an operatinglever; substantially as described.

3. In a dumping wagon the combination with the non dumping frame and floor section pivoted in fixed bearings on said frame and an independent floor section pivoted on movable bearings and cooperating with the first mentioned section to lock the same and an operating lever; substantially as described.

4. In a dumping wagon, the combination with the non-du mpin g frame, the floor section pivoted thereon and the independent floor section pivoted on the crank shaft and bodily movable thereby cooperating with the first section to lock the same; substantially as described.

5. In a dumping wagon, the combination with the non dumping framerigidly connected with a rear cross axle, of a floor section having its forward edge overlying and supported by said cross axle, a crank shaft journaled in the non dumping frame for moving said floor section and an operating lever; substantially as described.

6. In a dumping wagon, the combination with the non-dumping frame and cross axle rigidly secured thereto, of the floor section pivoted on a crank axle and overlying and supported by the rigid cross axle at one edge, the projections at the opposite edge of said section the clips carried by the wagon frame in which said projections are received, and means for turning the crank axle to move the section, and withdraw the projections from the cleats, substantially as and for thepurpose set forth.

7. In a dumping wagon, the combination with the non-d um ping frame, the floor section pivotally mounted thereon and the cross axle rigidly connected with said frame, of aseeond floor section pivoted on the crank shaft and having its forward edge overlying and rest ing on the cross axle and underlying and supporting the cooperating floor section when in normal position and an operating lever; substantially as described.

8. In a dumping wagon, the combination with the non dumping frame having the cross axle rigidly secured thereto and the forward floor section pivoted thereon and weighted to automatically assume normal position, of the rear floor section, a crank shaft journaled in the non dumping frame and pivotally connected with the rear floor section, clips and projections forming the supporting connections between the non dumping frame and rear edge of the rear floor section and an operating lever for said crank shaft, the relative proportioning of said parts being such that when in normal position the for-ward edge of the rear floor section will overlie the cross axle and project beneath and support the rear edge of the front floor section; substantially as described.

OTIS E. DAVIDSON.

Witnesses:

A. TILLMAN J onus, LEWIS W. DENNEY. 

